Audi e-tron GT.
The Audi e-tron GT isn’t for the shy. No new car I’ve driven has turned as many heads, not even the slinkiest of sportscars.
Audi’s first all-electric gran turismo may be a close cousin to the brilliant Porsche Taycan, but despite the measuring tape showing the two cars to be nearly identical in every dimension, the e-tron GT sets out to grab your attention far more than the comparatively understated Taycan.
The Audi’s face has the look of a tribal mask, dominated as it is by a black hexagonal “goatee” framing the grille region (had there in fact been a grille).
Order the car in white, and the contrasting black trim at the front gives a distinct Stormtrooper vibe. For non-Star Wars fans, choose grey or some other colour.
My favourite angle is side-on – the best way to view the extravagantly litheness of the shape, its low, stretched roofline drawn into even sharper focus by boldly swollen wheelarches. The upshot of that smooth shape is a drag coefficient of just 0.24 – among the lowest of all production cars.
TECH FORWARD
The cabin is less dramatic. Fascia layout follows familiar Audi convention, with a large central MMI infotainment screen supplemented by a smaller, configurable “Audi virtual cockpit” TFT screen ahead of the driver, in place of the traditional instrument cluster.
Resisting the current obsession with consigning almost all controls to the touchscreen, Audi has wisely retained physical buttons for the frequently-used climate, sound and driving mode functions.
Space-wise there is stretching room upfront, but as with the Taycan, rear room is less capacious than the e-tron’s five-metre length would suggest. Thank that lovely swooping roofline for that – but in fairness, other coupe-sedans like the Mercedes CLS and BMW 8 Series Gran Coupe similarly prioritise aesthetics over accommodation.
Still, a full-length glass roof aids the impression of airiness, although it does mean raised cabin temperatures under the unrelenting noon sun.
ELECTRIC SHOCK
With 84kWh of battery capacity, 476bhp (530bhp briefly on overboost) and 630Nm of torque shared across two electric motors driving all four wheels, the e-tron GT is laugh-out-loud rapid, hitting 100km/h in just 4.5 seconds (or 4.1 seconds with overboost), on its way to its 245km/h top speed.
As with most EVs it feels even faster than the numbers suggest, thanks to the instant torque-hit nature of the power delivery. It’s astonishing to realise that this is just the “base” model – for truly monumental pace, there’s still the RS e-tron GT (see accompanying review).
Unusually for an EV there is a 2-speed transmission acting on the rear axle, to optimise both low-end acceleration as well as top speed. While upchanges are imperceptible, giving the car full throttle at low speeds does result in a discernible kickdown from second to first.
Torque‘s Edric Pan took the term “legal eagle” and flew with it.
One the move the e-tron GT is not as silent as some other EVs, with a muted whine under acceleration. Fiddle with the drive modes settings and you can choose a rortier noise, if you prefer.
Quoted maximum range is 488km – far more than anyone will need in our local context – and with DC charging at 270kW, 100km of range can be added in just five minutes.
The e-tron GT is as nimble as its squat, low-slung looks suggest. With the battery pack sited on the floorpan and within the car’s wheelbase, it effectively has the mass distribution of a mid-engined sportscar.
Coupled with an all-wishbone aluminium suspension setup, the car shows a lovely balance through bends, rolling little and gripping very strongly, belying its near-2.3-tonne kerb weight.
The almost-indomitable traction of the quattro all-wheel-drive means that, despite all that urge on tap, power can be fed in very early in a turn without fear of either the front washing wide or the rear kicking out.
Impressively, the e-tron GT plays the go-kart around bends while still cosseting its occupants with an excellent ride – bumps big and small are well-smothered, and there is a relaxed, loping quality at a high-speed cruise.
Switch the standard-fit adaptive damping to Dynamic mode and this big car gets even more chuckable – but still not at the expense of the ride, which firms up but remains very well-judged.
The e-tron GT may have sportscar-crushing pace, but it never abandons its grand touring remit. Good to know that it absolutely has the ability to match those show-stopping looks. – Edric Pan
RS e-tron GT: Extreme Ways
While the RS e-tron GT is not as powerful as Porsche’s Taycan Turbo (680bhp) or Turbo S (761bhp), its 646bhp still makes it searingly quick. It is certainly nothing to sniff at.
Yet even after being told that this car is quick, its performance still came as a surprise. It dispatches the zero to 100km/h sprint in a scant 3.3 seconds and reaches a governed top speed of 250km/h, or 5km/h faster than the “normal” e-tron GT.
The RS e-tron GT’s nominal power is actually 598bhp – the 646bhp figure is only delivered during overboost. Still, even with less than 600bhp, the grand tourer finishes the century dash in 3.6 seconds.
And needless to say, its 830Nm is instantly delivered from a standstill (or any speed for that matter). The torque arrives in a relentless swathe, and remains present well into the triple digits.
With firmer suspension and even more aggressive tyres (265/35 R21 in front and 305/30 R21 at the rear), the RS e-tron GT feels sharper and more responsive. But the ride, while mostly supple, is punctuated by some thumping over manhole covers and speed strips.
RS e-tron GT’s 0-100km/h time of 3.3 seconds and 646bhp makes it the quickest and most powerful RS model ever produced.
Those gumball tyres give the RS e-tron GT superlative grip and with the extremely low centre of gravity, gives it poise that is far beyond what we are used to.
Steering is sharp and alert but unveiling its chassis balance requires the need of a race track. The drive in the e-tron GT, which had more modest rubber, was more revealing. It has a sorted chassis that provides both engagement and an intuitive feel.
Stopping power is courtesy of huge tungsten carbide coated steel brakes. Remember, the RS e-tron GT is a substantial missile that weighs in at 2347kg. But the mass is masked by the superb braking system.
Its heft is only noticed (a little) when changing direction. But even then, it is mostly countered by the all-wheel-steering.
On the move, the in-phase steer makes lane changing a breeze. At low speeds, its counter-steering program allows this almost five metre-long leviathan to negotiate tight car parks easily.
Sheer acceleration, overtaking ability and highway cruising are its strong suits. But its real superpower seems to be generating attraction. It is not an exotic supercar, but it gets enthusiastic thumbs-ups from casual observers wherever it goes. – Dr Andre Lam
Audi e-tron GT (A)
Drivetrain Twin electric motors
BATTERY CAPACITY 84kWh
MAX POWER 476bhp (530bhp overboost)
MAX TORQUE 630Nm
GEARBOX Two-speed automatic
0-100km/h 4.5 seconds (4.1 seconds overboost)
TOP SPEED 245km/h
POWER CONSUMPTION 19.6kWh/100km (combined)
PRICE INCL. COE From $509,000
AGENT Premium Automobiles
Audi RS e-tron GT (A)
Drivetrain Twin electric motors
BATTERY CAPACITY 84kWh
MAX POWER 598bhp (646bhp overboost)
MAX TORQUE 830Nm
GEARBOX Two-speed automatic
0-100km/h 3.6 seconds (3.3 seconds overboost)
TOP SPEED 250km/h (governed)
POWER CONSUMPTION 19.3kWh/100km (combined)
PRICE INCL. COE From $633,000 (after $25k VES rebate)
Click here for our Audi e-tron 55 quattro review
Or check out our Jaguar I-Pace review here
We review the Porsche Taycan
Click here for our Porsche Taycan 4S review
